Engine control device



1952 P. E. DRUMMOND ENGINE CONTROL DEVICE 3 Sheets-Sheet 1 Filed Jan. 8 1951 FIG.

FIG. 3

INVEN'FOR PAUL E. DRUMMDND,

ATTQRNEYS 1952 P. E. DRUMMOND 7,

ENGINE CONTROL DEVICE Filed Jan. 8, 1951 s Sheets-Sheet 2 FIG. 4

INVENTOR PAUL E. DRUMMOND,

ATTORNEYS.

Aug. 12, 1952 P. E. DRUMMOND 2,607,013

ENGINE CONTROL DEVICE Filed Jan. 8, 1951 s Sheets-Sheet 5 3 To Ignition Heater 26 and Defroster.

SIGN

INVENTOR PAUL E. DRUMMOND,

BY x-aa fl ATTORNEYS Patented Aug. 12, 1952 UNITED STATES PATENT OFFICE 2,607,013 ENGINE CONTROL DEVICE Paul E. Drummond, Rochester, Minn.

ApplicationJanuary 8, 1951, SerialNo. 204,923

6 Claims.

This invention relates to engine control devices, and particularly to a device for automatically starting a cold internal combustion engine, such as the engine of an automobile, at a predetermined time.

In cold climates, users of automotive vehicles are ordinarily forced to start the engine of the vehicle in advance of the time at which it is desired to drive the vehicle, in order that the engine may warm up sufliciently to be driven safely. This practice is not only time consuming, but also requires exposure of the operator to the cold. The present invention provides an automatic engine starting device which may be preset to start the engine at any given time and will thereafter maintain the engine operative until warm. The device of the present invention includes both means for operating the engine starting motor and means coordinated therewith for actuating the throttle control of the engine to assist in the initial starting action and to keep the engine running while still below operating temperature.

In its preferred form, the invention embodies novel means for operating an electric signalling device, of any suitable type, to notify the operator that the engine has been started and is ready for use. According toone embodiment, this signalis operated cyclically over a period of time, and is thereafter automatically deenergized.

In order that these and other features of the invention may be understood in detail, reference ishad to the accompanying drawings forming a part of this specification and in which:

Fig. .1 is a plan view of one embodiment of the invention, with the cover of the casing thereof removed;

Fig. 2 is a vertical sectional view taken on the line 2-2, Fig. 1, parts being shown in elevation;

Fig. 3 is a front view of the device shown in Fig. 1;

Fig. 4 is a detail vertical sectional view taken on the line 4-4. Fig. 1;

Fig. 5 is a detail vertical sectional view taken on the line 5--5, Fig. 1;

Fig. 6 is a detail elevational view of a manual switch reset device employed in the device illustrated in Fig. 1; and

Fig. 7 is a circuit diagram for the preferred embodiment of the invention.

Referring now to the drawings in detail, and first to Fig. I thereof, it will be seen that the invention is illustrated as applied to the conventional electrical system of an automotive engine, including the battery I connected by the conductor 2 to ground and by a conductor 3, through the usual ignition switch 4, to the engine ignition system. The engine starting motor 5 is connected between the power conductor 3 and ground by a conductor 6, which conductor includes the normally open contacts of a conventional starting relay 1'. The winding of the relay I is connected between ground and the conductor 3, at a point beyond the ignition switch 4, by a conductor8, the ordinary manual starter switch 9 andthe conductor I0.

As hereinafter described in detail, theinvention employs a time switch including two sets of normally open contacts, and these contact sets are illustrated at II and I2 in Fig. 7. Contacts. II of the time switch are connected between the conductor 8 and the power line 3, at a pointbefore the ignition switch 4, by means of a conductor l3 and a manual switch I4. It will. thus be seen that, should the contacts I I and the manual switch I4 both be closed, the relay I will be energized to complete the circuit to the starting motor, regardless of whether or not the ignition switch 4 is closed. That is, when the contacts II and the switch I4 are both closed, there is a complete control circuit from the battery I, through conductors 3, I3 and 8, and the winding of the relay I, to ground and return. 7

One side of the contact set I2 is connected to the power lead 3 through a conductor I5 while the other side of the contact set is connected through a manual switch I6 and a conductor II to one terminal of anelectric motor l8, the other terminal of the motor being connected to ground. Thus, when both the contacts I2 andthe switch I6 are closed, there is completed a second control circuit, which circuit serves to energize the electric motor I8 from the battery I. Connected in this circuit, in parallel with the contact set I2, is a manual switch l9, so that the motor I8 can be energized independently of the contacts I2, for a purpose hereinafter explained.

Closing of the contacts I2 also serves to short circuit the ignition switch 4, since the conductor I I is connected to the conductor 3 :by a conductor II, the connection being, on the one hand, at a point between the contacts I2 and the switch I6, and on the other hand, between the switch 4 and the ignition system.

An electric signalling device 20 of any suitable type is connected between the conductor I1 and ground by a circuit including a conductor 2|, a normally open switch 222, and a two-position switch 23. The motor I8 drives a shaft 24 carrying a cam 25 arranged to close the switch-22 cyclically so long as the motor is energized. By

manual switch 28, or by the conventional power circuit comprisin conductor 29 and the usual heater control switch 39.

The time switch employed is preferably so designed as to cause the contacts II and I2 to close simultaneously. When this occurs, the starter motor 5 is actuated to start the engine. Simultaneously, the motor I 8 is energized to rotate the shaft 24. The shaft 24, byrotating the cam 25, cyclically completes the signal circuit to energize the signal 29 a predetermined number of times only. Also, as will be explained, the shaft 24 provides a source of power for actuating the engine throttle control to keep the engine running so long as the contacts l2 are closed. And, of course, closing of the contacts t2 supplies current to the ignition system, via the conductor l1.

Referring now to Figs. 1 and 2, it will be seen that the shaft 24 extends across the interior of a casing 31, which casing houses the control device as a whole and may be mounted on the vehicle dash or on the fire wall. The motor [8 is mounted on the base 32 of the casing, and may drive the shaft 24 through any suitable means, such asthe worm gearing 33. The shaft. is joumalled at 34 and 35 in the end walls of the casing3l, and one end of the shaft is extended beyond the corresponding end wall and there provided with a suitable position indicator or point- 'er .36. The pointer39 cooperates with calibrations on the casing end wall, so as to indicate the rotational position of the shaft 24.

' Rigidly mounted on the. shaft 24 is a disk 3'1 provided with axially protruding rollers 38, the disk 31 and its rollers 38 constituting cam means positioned to operate a throttle control actuating lever 39. As best seen in Fig. 4, the lever 39 is provided with a pivot pin 40 journalled in spaced brackets 4| (Fig. 1) carried by the rear wall 42 of the casing 3|. The lever 39 is biased into the path of rotation of the cam rollers 38 by a tension spring 43, the ends of which are attached respectively to the lever 39 above the pivot 40 and to suitable anchoring means 44 on the base 32 of the casing. Attached to the end of the lever 39, below the pivot 49, is a throttle control operating wire 45. The wire 45 is preferably a conventional Bowden wire, such as that usually employed to connect the throttle control to the manual throttle adjusting knob on the automobile dash, and is thus provided with the usual flexible outer covering 46 having its end secured to the casing 32 by means of a clamping bushing 1.

Thus, as the shaft 24 is rotated by the motor I 8, the disk 31 is also rotated, so that the cam rollers 38 come successively into contact with the lever 39, pivoting the lever against the action of the tension spring 43. Such pivotal movement of the lever 39 reciprocates the throttle control wire'45 to open the throttle, just as would a similar adjustment of the conventional hand throttle control. I have found that a lever mechanism as just described constructed to give a one-half inch movement to the throttle control operating wire is satisfactory for the purpose of the invention. Though two diametrically disposed cam rollers 38 have been illustrated, it will be understood that only one roller may be used, or that more than two rollers may be used, as dictated by the particular application of the device.

As has already been mentioned, the cam 25, seen also in Fig. 7, is carried by the shaft 24 and rotates therewith. As best seen in Fig. 5, the normally open switch 22, which is preferably of the leaf spring type as shown, is mounted on the base 32 of the casing 3| in a position such that the successive cam elements 48 of the cam 25 cyclically close the switch as the cam is rotated by the. shaft 24. The switch 22 closes the circuit to the signal 20, Fig. 7. It will be understood that the device as a whole is controlled by the time switch to start the engine and thereafter maintain the engine running for a predetermined period of time to allow the same to come to operating temperature. t is undesirable to have the signal operated throughout this predetermined period of time, and the switch 23 is therefore provided to break the signal circuit; The cam 25 is provided with an axially projecting pin 49, and the switch 23, which may be a conventional toggle switch, is so mounted that its operating member or toggle 5D is positioned in the path of rotation of the pin 49 so that the pin 49 actuates the switch to open positon during rotation of the cam. Thus, if the first revolution of the cam 25 in an operation of the device commences at the position shown in Fig. 5, the five cam elements 48 will cause the switch 22 to be closed five successive times, and after the fifth closing of the switch the pin 49 will open the switch 23, thus interrupting the signal .circuit and assuring that subsequent operation of the switch 22 will be ineffective to energize the signal.

It is therefore necessary that the switch 23 be reset to closed position before each operation of the engine starting device by means independent of the cam 25. To accomplish this, I provide the manual switch operating lever 5!, Figs. 1 and 6, this lever being omitted from Fig. 5 for purposes of clarity. The lever 5i is carried by a pivot shaft 52 operating in a bushing 53 mounted by means of a bracket 54 on the back wall 42 of the casing. The bracket 54 is so located on the back wall 42 that the end 55 of the lever is adjacent the actuator 50 of the two-position switch 23. The opposite end of the lever 5i constitutes a thumbpiece 56, and the lever extends through a suitable slot 51 in the end wall of the casing 3|, so that the lever may be actuated manually from outside of the casing tore-close the switch.

It is thus seen that the two-position switch 23 is automatically opened after one revolution of the cam 25, and is manually reset.

The time switch, indicated at 58, Figs. 1 and 2, may be of any conventoinal type capableof automatically closing two contact sets at a predetermined time. It is preferred that a time switch which is operated by spring powered clock-work be employed. For purposes of illustration, the time switch 58 may include rotary cams59 and 60 to close the contacts Hand I2, respectively, as indicated in Fig. 7, such cams being normally connected to the drive shaft 6| of a spring powered clock mechanism designed to complete one revolution in twenty-four hours, but being disconnectable from said shaft for purposes of adjusting the starting position of the cams. For this purpose, the time switch 58 is provided with a manual adjusting knob 62 cooperating with a scale or dial 63 exposed on the front panel '64 of the casing and calibrated in time. Contact sets II and I2, Fig. 7, may be of the spring leaf type, and the cams 59 and 60, as shown, are so positioned as to allow said contact sets to be normally open. The cam 59 is provided with a raised cam surface or element 64 or'rel'atively short length, so that, during each rotation of the cam, the element 64 causes the contacts I I to beclosed momentarily, or for a short length of time dependent upon the speed of rotation of the cam. The cam 60 is similarly provided with a raised cam element 65 relatively longer in length, so that during each rotation of the cam the contacts l2 are closed for a predetermined period of time. For example, the cam 59 may be designed to close the contacts H for 30 seconds, or for a somewhat longer period, or'for successive short periods, and the cam 50 may be designed to close the contacts (2 for minutes or a like period suitable for warming the engine to which the device is to be applied.

Many different types of time switches are now commonly available to the trade, and the cam switch illustrated herein is chosen only for simplicity of illustration. It'will be understood, also, that where necessary a time switch may be em ployed such that the duration of the periods during which the contact sets H and 12 are closed is adjustable.

In operation of the device as described, the time switch 58 is adjusted manually by means of the knob 62 to select a particular time of day at which it is desired to start the engine to which the device is applied. The clockwork for the time switch is then wound and set in motion. The on-ofi switch 16 is first closed. Manual switch [9 is then closed to energize the motor l8 until the position indicator 36 shows that the shaft 24 is in starting position with the earns 25 and 31 in the orientation shown in Figs. 5 and 4. The switch 19 is then opened, deenergizing the motor [8. The switch l6 remains closed in all normal operation of the device until after the engine starts, and the ignition switch 4 is of course open. The switch 23 is manually actuated to closed position. Assuming that the time switch has been adjusted to operate at a later time, contact sets H and I2 are open, and the starter relay 1, the motor 18, the signal 20, and other components remain deenergized. When the period for which the time switch 58 is adjusted expires, the contacts H and l2 are simultaneously closed. The relay I is thus actuated to energize the starter motor 5 to turn the engine over. At the same time, the motor I8 begins to rotate, turning shaft 24 and the cam 3'! to operate the throttle control. As the shaft 24 turns, the cam 25 is rotated, successively closing the normally open switch 22, and thus cyclically energizing the signal to announce that the engine has been started.

By means of the cam 59, the contact H, controlling the starter relay 1, may be closed only long enough to cause the starting motor 5 to turn the engine over sufficiently to start. By means of the cam 60, the contacts l2, controlling the ignition circuit and energizing the motor l8, may be maintained closed for any period suitable for warming the engine. The cam elements 64 and 65 of the cams 59 and 60 are preferably so oriented that the contacts I l and [2 are closed simultaneously.

What is claimed is:

1. In an automatic starting device foran inter-- nal combustion engine including a'starting motor and a throttle control, the combination of atime switch including first and second normally open contact sets and adjustable means for causing said contact sets to close at a predetermined'time, a circuit including said first set of contacts for actuating said starting motor, an electric motor, a circuit including said second set of contacts for energizing'said electric motor, cam means rotated by said electric motor, a movable=control member, and means operated by said-movable control member for actuating said throttle control, said control member being normally biased into the path of rotation of said cam means and saidcam means being positioned to move said control member at least once during each rotation to actuate said throttle control.

2. In'anautomatic starting device for an internal combustion engine including a starting motor and a throttle control, the combination of a time switch including first and second normally open contact sets and adjustable means for causing said contact sets to close simultaneously at a predetermined time, a circuit including said first set of contacts for actuating said starting motor, an electric motor, a circuit including said second set of contacts for energizing'said electric motor, cam means rotated by said electric motor, a pivoted lever, and means operated-by pivotal motion of said lever for actuating said throttle control, said lever being normally biased into thepath of rotation of said cam means and said cam means being positioned to pivot said lever at least once during each rotation to actuate said throttle control.

3. In an automatic starting device for an automotive engine having a starting motor and a throttle control, the combination of a time switch including first and second normally open contact sets and adjustable means for causing said contact sets to close at a predetermined time; a circuit including said first set of contacts for actuating said starting motor; an electric motor; a circuit including said second set of contacts for energizing said electric motor; first and sec-- ond cam means rotated by said electric motor; a control element normally biased into the path of rotation of said first cam means; means operated by said control element for actuating said throttle control, said first cam means being constructed to move said control member at least once during each rotation to actuate said throttle control; a normally open switch positioned for actuation by said second cam means, said second cam means including a cam element for closing said switch during each rotation; electric signalling means, and a circuit including said normally open switch for energizing said signalling means.

4. In an automatic starting device for an automotive engine having a starting motor and a throttle control, the combination of a time switch including first and second normally open contact sets and adjustable means for causing said contact sets to close at a predetermined time; a circuit including said first set of contacts for actuating said starting motor; an electric motor; a circuit including said second set of contacts for energizing said electric motor; first and second cam means rotated by said electric motor; a control element normally biased into the path of rotation of said first cam means; means operated by said control element for actuating said throttle control, said first cam means being constructed to move said control member at least once during each rotation to actuate said throttle control; a normally open switch positioned for actuation by said second cam means, said second cam means including successive cam elements for cyclically closing said switch as said cam means rotates; electric signalling means; a circuit including said normally open switch for energizing said signalling means; a two-position switch in said last mentioned circuit; means associated with said second cam means for actuating said two-position switch from closed to open position, and means independent of said cam means for closing said two-position switch.

5. In an automatic starting device for an in ternal combustion engine including a starting motor and a throttle control, the combination of a time switch including first and second normally open contact sets and adjustable means for causing said contact sets to close at a predetermined time, a first circuit including said first set of contacts for actuating said starting motor, an electric motor, a second circuit including said second set of contacts for energizing said electric motor, cam means rotated by said electric motor, a movable control member, means operated by said movable control member for actuating said throttle control, said control member being normally biased into the path of rotation of said cam means and said cam means being constructed to move said control member at least once during each rotation to actuate said throttle control, position indicating means rotated by said electric motor for indicating the position of said cam means relative to said control member, and a manually operated switch connected in said second circuit in parallel with said second set of contacts, whereby said electric motor may be energized under manual control to bring said cam means to a desired position.

6. In an automatic starting device for an automotive engine having a starting motor and a throttle control, the combination of a time switch, means controlled by said time switch for energizing said starting motor at a predetermined time, actuating means for said throttle control, power means controlled by said time switch for cyclically operating said actuating means simultaneously with energization of said starting motor, electric signalling means, switching mechanism operated by said power means for cyclically energizing said signalling means, and manually resettable means combined with said switching mechanism for automatically interrupting operation of said signalling means at a predetermined time after said starting motor is energized.

PAUL E. DRUMMOND.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Frese Nov. 27, 1934 

